Aeroplane air pressure redistribution means



April 19, 1932. J. v. MARTIN AEROPLANE AIR PRESSURE REDISTRIBUTION MEANS Original Filed Dec. 7. 1922 3 Sheets-Sheet 1 IN V EN TOR.

April 19, 1932. J, v. MARTIN AEROPLANE AIR PRESSURE REDISTRIBUTION MEANS Original Filed Dec. 7, 1922 3 Sheets-Sheet 2 INVEN TOR.

April 1932- J. v. MARTIN 1,854,706

AEROPLANE AIR PRESSURE REDISTRIBUTION MEANS Original Filed Dec. '7. 1922 3 Sheets-Sheet 3 IN V EN TOR.

Patented Apr. 19, 1932 UNITED STATES PATENT OFFICE .AEBOPLANE AIR PRESSURE REDISTRIBUTION MEANS Original application filed December 7, 1922, Serial No. 605,411. Divided and this application filed pi April 16, 1928.

This invention relates to improvements in the flying qualities of aeroplanes and has particular reference to adjusting the relat ve positions of the aeroplane parts such as wings, motor nacelle etc. in flight so as to create the least possible resistance or drag.

A further object of the invention is to provide means for redistributing the aeroplane external high and low pressure areas of the wing and body: Still further ob ects are as follows To provide a novel form of air circulat on for the interior of aeroplanes and for the improvement of the air flow about aerofoils.

To provide novel methods of cooling a motor located within a streamlined form.

To provide animproved form of retractable wing and power means for retracting the same.

To provide a combination of means for slowing up the aeroplane in flight preparatory to alighting on the water.

This is a division of my co-pending appllcation Serial No. 605,411, filed December 7, 1922. Further objects of my invention will become apparent from the following description, having reference to the accompanying drawings. 1

Fig. 1 is a side elevation of my hydroaeroplane showing the elevated position of nacelle and important parts in dotted lines.

Fig. 2 is a plan view and Fig. 3 a front elevation showing the propeller and nacelle in retracted position. Fig. 4 is a cross section through the center of my novel storage motor and Fig. 5 is a view of the same motor atright angles to that of Fig. 4, it is broken away to show certain internal parts.

Fig. 6 illustrates novel means of cooling an engine in addition to those shown in Fig. 1. Similar numerals refer to similar parts throughout the several views. Describing the invention more in detail, I show a conventional V' shaped hydro float 1, to which internally trussed wings 2 are rigidly attached and which assist the boat or float in sustaining the aeroplane on the water: Smaller wings 3, are of a higher lifting form than the larger ones and telescope into. and out of the ends of the larger especially to permit Serial No. 270,302.

slower landing than flying speeds. 4 is a nacelle adapted to be raised or lowered or to have its angle altered relative the wings and float, while 5 is a streamlined glass observation hood for the pilot. 6 is the ropeller shown in diflerent positions and 6 the spinner therefor. 7 and 8 are struts of the device for raising and lowering and adjusting the angle of the nacelle 4, while 9 indicates a towing wire -to transfer part of the thrust when the plane is being driven over the surface of the water.

10 illustrates a familiar form of traveling block to which the struts 7, upper and lower are pivoted, this block travels on worm shaft 11 driven by the motor 14, while the similar block 12 traveling upon a shaft 13 having a different worm pitch and driven by a similar motor 14 will permit any desired variation in the angle of the nacelle relative the float and wings.

15, 16', 17 and 18 are the pivoted attachments of the struts 7 and 8. 19 represents a typical motor of any desirable type, while 20' shows a speed altering gear between the motor and propeller 6 which also may be of any desirable form: For a more detailed view of what the cylinders look like reference may be had to Fig. 6.

21 represents the air inflated bag adapted to be filled with compressed air from the tank 22 after the manner illustrated in my copending Serial 376,351 and my. Patent No. 1,431,017 it will be observed that the air bag will start the raising movement of the nacelle 4. 23' shows the type of elevator control and flap, 24 is a rudder. 25 shows a scoop or air funnel after the fashion of that shown in my copending Serial No. 376,351. The diagonal face of the scoop is flat and when not -in use closes flat with the wing surface, the

side walls of the scoop being of fabric: The pipe 27 allows the air to flow from the rear under side of the wing to the forward upper surface where it escapesthrough outlet 26 which is also capable of closing flush with the upper wing surface'28. It will be observed that the form of the outlet 26 is such as to direct the escaping air in the direction of the air flow along the upper wing surface or substantially tangent to the-wing curve at the said outlet.

30 is a scoop entrance for air to cool the motor compartment while 29 permits the hot air to escape and directs it along the external surface of the body; a pipe leading the cool air from the scoop 30 and directing it toward the cylinders of the motor 19 will be observed in dotted lines from the rear lower portion of the scoop 30. The unusual location of the inlet scoops 25 and 30 and of the outlets 26 and 29 is determined by, considerations to obtain the greatest natural flow of air induced by the airflow about the aeroplane body and wings in flight. It is con templated to have as many of such inlets and outlets as desired and to simplify the drawings I have shown only typical dispositions and forms: Heretofore the cylinders of the motor, when air cooled have been allowed to protrude through the aeroplane skin thus creating turbulence and increasing the aeroplane drag, but my more effective method of entirely inclosing the motor (see Figs. 1 and 6) combined with an cflicient type of inlet and outlet for the air, not only eliminates the drag of the exposed cylinders, but actually improves the flying qualities of the plane by improving the air flow about the aerofoil.

Fig. 3, 31 denotes a roller at top and bottom'of the retractable wing and as many of such rollers or anti-friction devices are contemplated as needed along the path of retraction for the wing 3, 32 represents a rack and 32' a pinion for retracting and extending the wing 3, operated by the motor 14. 34 is an aileron attached to the extensible wing 3 and operable from either the elevated or lowered position of the nacelle quite independently of the main aileron 35 which extends the trailing edge length of main wing 2, and which is so located as to be directly in the path of the rearwardly directed air escaping from such outlets as 26 of Fig. 1.

In Figs, 1 and 6 I illustrate my novel cooling means for gas motors, 46 represents the metal, preferably aluminum or copper, cowling of a motor on automobile or aeroplane (see 19 in 4 of Fig. 1) or the metal cover of an aeroplane wing as 28 of wing 2. 48 represents a'metal compartment extending in the plane of and in firm contact with the said cowling and adapted to contain such fluid as mercury or other rapid heat conductor which also fills the tubes 47 which are in contact with the flanged external walls of the motor cylinders. Thus part of the cylinder heat is dissipated by the internal circulation passing the cylinders and tubes 47.from intakes such as 25 and 30 and part is radiated to the external air through 48 and46. In addition I provide electric wires 51 50 and 49 which by means of energizer 52 increase the heat conductivity from the cylinder to the cover flat clock type attached to the housing at one end and to the shaft 57 at the other end. 52 is a wheel in mesh with bevel 59 driven by flexible drive shaft 60 from the secondary shaft of the aeroplane motor 1911' by a servo motor; 54 is a friction wheel rigid with shaft 57 which is held in an upward or brake position by spring 62 from ball seat 61, so that the friction surface of wheel- 54 engages with the friction surface 55 of housing; is the small bevel gear which drives the larger bevel on the shaftv 58 which is the flexible poweroutput of motor 14; 58 as shown in Fig. 5 is threaded and has a traveling nut 65 on it which automatically operates the slide 67 to which hand lever 68 is secured; 66 is one of the upturned portions of slide 67 which are at each end 'of said slide and which engage the nut 65 at the end of its travel in both directions. Notches 69, 70 and 71 in the slide 67 regulate the distance which shaft 57 has to move to cause the wheel 54 to stop, to reverse or to drive forward. It will be evident that the nut 65 is an indieator of the position of the aeroplane parts being retracted and for the ready observation of the pilot the casing which incloses shaft 58 may be broken away or made transparent. Also the handle 68 has three positions one indicating downl one neutral and the other up.

The operation and functioning of my invention will be readily apparent from inspection of the drawings: For example when the seaplane is to be flown the nacelle 4, should be in the raised position shown by dotted lines in Fig. 1, the propeller will thus be clear of and protected from the water while the hydroaeroplane' gets sufficient speed to lift from the surface of the water, the wing panels 3 will be in extended position to aid in the lift at low speeds; the center of thrust will be high. as is present practice, but in the raised position of the nacelle the center of gravity will be aft of its location when nacelle is lowered and the thrust corresponds to the head-resistance more closely in location.

The inflated air bag 21 will keep water out of the place the nacelle is to occupy when the aeroplane is in the air. The air bag is also helpful in raising the nacelle when it is in its lowest positions.

The flexible driving shafts between the aeroplane motor and the storage motors 14 are not shown in their entire length to avoid confusion in the drawings; it being obvious that they can be lead in any desired direction like a cable.

V As disclosed the motor 14, see Figs. 4 and 5 maybe used wherever it is desired to retract anything .as for example the high lift wing 3, which has a concave bottom section as op osed to the speed wing'2. The air redistri utionplan shownat 25, 26 and 27 of the ailerons especially at large angles, 0 thewin Tfie drive shaft 60 of motor 14, operates the bevel Wheels 52 and 59 continuously when the aeroplane motor is running: When it is desired to retract a wing, the hand lever 68 is moved to bring the shallowest notch 71 over the hardened end of shaft 57 thus forcing friction wheel 54 into driving engagement with moving wheel 52, this revolves shaft 57 which winds up spring 51 and drives shaft 58 through spline attachment to bevel 56, nut 65 travels on shaft 58 until it engages part 66 of slide 67 and pulls the slide to brin' large groove 69 over end of shaft 57 which causes wheel 54 to return'to brake on 55 and,

.since hand lever 68 is attached to and moves with slide 67, said hand lever is returned to neutral. When it is desired to reverse the action caused by motor 14, lever 68 is moved to bring intermediate notch 70 over shaft 57 thus permitting wheel 54 to be free of engagement with either 55 or 53 and thus the stored energy in spring 51 can reverse the action and the shaft 58 will again bring hand lever 68 to a neutral position and brake the wheel 54 against 55 at end of movement. It

will be apparent that my method of cooling a motor placed within a streamlined body is well adapted for use in streamlined auto bodies as in aeroplane fuselages or bodies.

Since the drawings are merely a disclosure of one possible application of my invention, I do not care to limit myself to the precise form and arrangement shown, but what I claim is 1. In combination with an aeroplane having a continuously double convex type of wing, power means of varying the wing area of the said aeroplane in flight, the said means including storage of power for reversing a primary movement. 2. In combination with an aeroplane provided with telescopic wings, means of telescoping one of the said wings within a main wing, the said main wing being continuously double convex in form and the telescoped wing having a concave under side.

3. In combination with an aeroplane provided with a wing tapered in plan form and havin a continuously double convex contour from eading to trailing edge, a smaller wing having a concave under side adapted to telescope within the said tapered wing between the upper and lower surfaces thereof.

4. In combination with an aeroplane having a moving part, means to move the said part from immediate contact with the rest of the said aeroplane and an air inflated bag adapted to occupy the position vacated by the said part, the said ba and part being spaced apart from each ot er in the substituted position.

5. In combination with an aeroplane wing, an opening in the bottom surface thereof for the passage of alr, an opening in the upper surface of the said wing, said opening located substantially forward of the said first opening and continuous communicating means for the passage through the interior of said wing Without mixing with the other air of the said wing, of air between the said openings.

6. In combination with an aeroplane having a tractor screw anda motor located forward of the aeroplane wings, a ventilating system for the air circulation within the inclosed motor compartment thereof, including g intake and outlet openings in the surface of the said aeroplane, the said intake openings being located to rearward of the said outletopenings and means to direct the cool air toward the motor cylinders inclosed within the said compartment.

7 In combination with an aeroplane wing, a scoop shaped opening in the aeroplane surface adapted to admit air within the inclosed parts of said aeroplane during flight and another opening in the said aeroplane surface located forward of the first said open-,

ing, the second said opening adapted to let the air exit in a direction opposite to that of ifiight and adjacent the said external surace.

8. In combination with a motor having its cylinders air cooled and entirely inclosed within a cowling located in the forward portion of an aircraft, a scoop shaped entrance for the air through the said cowling, means directing the air from the said scoop toward the said cylinders and an opening in the said surface adapted to let the hot air escape in an afterly direction and above the wing of the said aeroplane.

9. In combination with the cooling of an aeroplane motor having flanged air cooled said cylinders and the said exit forward thereof.

10. In combination with the air flow about an aeroplane mug and body, combination exits for air from the interior of both'said wing and said body and said exits arranged so as to direct the emitted air over the central upper wing surface.

11. In combination with an aeroplane having a central body floating on the water a propeller mounted on a motor in the forward end of the said body and means to raise the said propeller and motor above the said body so as to keep the propeller from contacting with the water in one of its several adjustable positions, the said motor being raised in a substantially horizontal position.

12. In combination with an aeroplane having a, central body which floats upon the water, a motor nacelle located in the front end of the said body and means to raise the said nacelle above and separating it from the said body.

13. In combination with an aeroplane which floats upon the water a propeller means to alter the axis position of the said propeller relative the aeroplane wings, retaining it in a substantially vertical position and one of the adjustable positions allowing the propeller blades to dip into the water.

ll. In combination with an aeroplane wing having a parabolic upper wing curve, a trailing edge aileron on the said wing and an opening 1n the said upper surface of the said wing forward of the said aileron, a pipe leading through the air within the said wing and an exit on top of the said wing and at the end of the said pipe, said exit directing the air from the said pipe rearwardly over the said aileron.

In testimony whereof I aflix my signature.

JAMES V. MARTIN. 

